[0001] The present invention relates to a steering system for a vehicle.
[0002] A steering system for a vehicle is known that includes a variable gear ratio steering
(VGRS) apparatus and an electric power steering (EPS) apparatus (cf.,
JP-A-2005-41363 corresponding to
US Patent Number 7195098). The VGRS apparatus varies a transmission ratio (I.e., steering gear ratio) between
a steering wheel angle (i.e., steering angle) of a steering wheel and a steering tire
angle (i.e., steered angle) of a tire wheel (i.e., steered wheel) by using an output
of a motor. The EPS apparatus assists in steering the tire wheel by using an output
of another motor.
[0003] Such a steering system for a vehicle controls current conduction to a motor (i.e.,
a first motor) of the VGRS apparatus to manage torques output from the first motor,
and varies the steering gear ratio. Further, the steering system for a vehicle controls
current conduction to a motor (i.e., a second motor) of the EPS apparatus to manage
torques output from the second motor, and assists in steering the tire wheel.
[0004] Such a steering system for a vehicle further includes a first electronic control
unit (ECU) for mainly controlling the VGRS apparatus and a second ECU for mainly controlling
the EPS apparatus. The first and second ECUs perform various control processes including
processes of controlling the current conduction to the first and second motors. Recently,
the first and second ECUs have been required to perform many control processes in
accordance with to a high demand for vehicle traveling stability and handling stability.
As a result, the first and second ECUs are subjected to much load.
[0005] In the future, such a steering system is going to perform higher-functional control
processes. Accordingly, the first and second ECUs are expected to be subjected to
much more load. It is therefore necessary to reduce load applied to the first and
second ECUs, in order to, for example, be prepared for upcoming higher-functional
control processes.
[0006] In view of the above and other points, it is an objective of the present invention
to provide a steering system for a vehicle, the steering system being capable of reducing
load applied to ECUs.
[0007] According to a first aspect of the present invention, a steering system for use in
a vehicle having a steering wheel and a tire wheel is provided. The steering system
includes a first motor that is configured to generate a first torque for use in varying
a transmission ratio between a steering wheel angle of the steering wheel and a steering
tire angle of the tire wheel. The steering system further includes a first speed reducer
mechanism that is configured to increase the first torque of the first motor, and
that is configured to output the first torque, so that the transmission ratio is variable.
The steering system further includes a first rotation angle sensor that is configured
to detect a first rotation angle of the first motor. The steering system further includes
a second motor that is configured to generate a second torque for use in assisting
in steering the tire wheel. The steering system further includes a second speed reducer
mechanism that is configured to increase the second torque of the second motor, and
that is configured to output the second torque, so that the steering of the tire wheel
is assisted. The steering system further includes a second rotation angle sensor that
is configured to detect a second rotation angle of the second motor. The steering
system further includes a steering wheel angle sensor that is configured to detect
a value of a steering wheel angle of the steering wheel. The steering system further
includes a steering wheel angle computation processing unit that is integrated with
the steering wheel angle sensor. The steering wheel angle computation processing unit
includes a steering wheel angle estimation device that is configured to respectively
obtain the detected first and second rotation angles of the first and second motors
from the first and second rotation angle sensors. The steering wheel angle estimation
device is configured to calculate an estimation value of the steering wheel angle
of the steering wheel based on the detected first and second rotation angles of the
first and second motors. The steering wheel angle computation processing unit further
includes a steering wheel angle comparison device that is configured to compare between
the estimation value of the steering wheel angle and the detected value of the steering
wheel angle.
[0008] According to a second aspect of the present invention, a steering system is provided
that is adapted to be operatively coupled between a tire wheel and a steering wheel,
and adapted to control a steering tire angle of the tire wheel based on a steering
wheel angle of the steering wheel. The steering system includes a variable gear ratio
steering apparatus that is adapted to be operatively coupled between the steering
wheel and the tire wheel. The variable gear ratio steering apparatus is configured
to vary a transmission ratio between the steering wheel angle of the steering wheel
and the steering tire angle of the tire wheel. The variable gear ratio steering apparatus
includes a first motor. The first motor is configured to generate a first torque for
use in varying the transmission ratio. The steering system further includes a first
ECU that is coupled with the variable gear ratio steering apparatus, and that is configured
to control electric conduction to the first motor to manage the first torque. The
steering system further includes an electric power steering apparatus that is adapted
to be operatively coupled with the variable gear ratio steering apparatus and the
tire wheel, and that is configured to assist in steering the tire wheel. The electric
power steering apparatus includes a second motor. The second motor is configured to
generate a second torque for use in the assisting in steering the tire wheel. The
steering system further includes a second ECU that is coupled with the electric power
steering apparatus, and that is configured to control electric conduction to the second
motor to manage the second torque. The steering system further includes a steering
wheel angle sensor that is coupled with the steering wheel, and that is configured
to detect a steering wheel angle of the steering wheel. The steering system further
includes a steering wheel angle sensor diagnosis unit that is integrated with the
steering wheel angle sensor, and that is provided separately from the first and second
ECUs. The steering wheel angle sensor diagnosis unit is configured to perform a process
of determining detection accuracy of the steering wheel angle sensor.
[0009] According to the above steering systems, it is possible to reduce load applied to
the ECUs.
[0010] The above and other objects, features and advantages of the present invention will
become more apparent from the following detailed description made with reference to
the accompanying drawings. In the drawings:
FIG. 1 is a configuration diagram illustrating a steering system for a vehicle in
accordance with exemplary embodiments;
FIG. 2 is a configuration diagram illustrating a VGRS apparatus in accordance with
the exemplary embodiments; and
FIG. 3 is a configuration diagram illustrating an EPS apparatus in accordance with
the exemplary embodiments.
(Exemplary Embodiments)
[0011] A steering system 1 for a vehicle is described below with reference to the drawings
in accordance with exemplary embodiments. As shown in FIG. 1, the steering system
1 includes a variable gear ratio steering (VGRS) apparatus 4, a electric power steering
(EPS) apparatus 5, and a steering wheel angle sensor 6. The VGRS apparatus 4 can vary
a transmission ratio (i.e., steering gear ratio) between an steering wheel angle (i.e.,
steering angle) of a steering wheel 2 and a steering tire angle (i.e., steered angle)
of a tire wheel 3 (steered wheel). The EPS apparatus can assist in steering the tire
wheel 3. The steering wheel angle sensor 6 detects a value of the steering wheel angle,
and outputs the detected value of the steering wheel angle to the VGRS apparatus 4.
[0012] As shown in FIG. 2, the VGRS apparatus 4 includes a first motor 9, a first speed
reducer mechanism 10, a first rotation angle sensor 11, and a first electronic control
unit (ECU) 12. The first motor 9 generates a torque for the steering gear ratio to
vary. The first speed reducer mechanism 10 decreases a rotation speed of the first
motor 9 and increases the torque of the first motor 9. The first rotation angle sensor
11 detects a value of rotation angle of the first motor 9. The first ECU 12 controls
current conduction to the first motor 9. In the VGRS apparatus 4, the torque of the
first motor 9 is output with the torque being increased, so that the steering gear
ratio can vary.
[0013] The first motor 9 is, for example, an interior permanent magnet synchronous motor,
in which a magnet is embedded in a rotor 14, and in which a stator 15 located on a
periphery side of the rotor 14 has multiple armature coils 16. inverter control of
current conduction to the armature coils 16 causes rotation of the rotor 14 and generation
of torques. A solenoid device 19 is integrated into the stator 15. The solenoid device
19 can stop rotation of the rotor 14 in such a manner that a pin 18 is fitted into
a hole 17 that is arranged in the rotor 14. The solenoid device 19 stops the rotation
of the rotor 14 when, for example, it is unnecessary to perform a variable gear ratio
steering control operation.
[0014] The first ECU 12 includes a central processing unit (CPU), a read-only memory (ROM),
a memory device, an input device, a microcomputer, and inverter. The CUP performs
control processing and arithmetic processing. The ROM stores various data and programs.
The memory device includes, for example, a random access memory (RAM). The microcomputer
includes an output device. The inverter performs current conduction to the armature
coils 16 in accordance with a control signal output from the microcomputer.
[0015] The first ECU 12 obtains various information on the detected values from the steering
wheel angle sensor 6, the first rotation angle sensor 11, a vehicle speed sensor 21
and the like. Based on the various information, the first ECU 12 controls the current
conduction to the armature coils 16, and thereby performs the variable gear ratio
steering control operation. In addition, the first ECU 12 controls the solenoid device
19. Through an in-vehicle LAN, the value detected by the steering wheel angle sensor
6 is input to the first ECU 12 via a steering wheel angle ECU 23. The first speed
reducer mechanism 10 includes, for example, a known planetary gear mechanism. The
first rotation angle sensor 11 includes, for example, a known encoder, and detects
a value of a rotation angle of the rotor 14.
[0016] As shown in FIG. 3, the EPS apparatus 5 includes a second motor 25, a second speed
reducer mechanism 26, a second rotation angle sensor 27, and a second ECU 28. The
second motor 25 generates a torque for assisting in steering the tire wheel 3. The
second speed reducer mechanism 26 decreases a rotation speed of the second motor 25
and increases the torque of the second motor 25. The second rotation angle sensor
27 detects a value of a rotation angle of the second motor 25. The second ECU 28 controls
current conduction to the second motor 25. In the EPS apparatus 5, the torque of the
second motor 25 can be output with the torque being increased to assist in steering
the tire wheel 3.
[0017] The second motor 25 is, for example, an interior permanent magnet synchronous motor,
a configuration of which may be similar to the first motor 9. The second rotation
angle sensor 27 includes, for example, an encoder, and is similar to the first rotation
angle sensor 11. The second rotation angle sensor 27 detects a value of a rotation
angle of a rotor (not shown) of the second motor 25.
[0018] A torque based on the operation of the steering wheel 2 is transmitted via the VGRS
apparatus 4 to the tire wheel 3 by a gear mechanism 33 that includes a rack 31 and
a pinion 32. The second speed reducer mechanism 26 is a rack-and-pinion speed reducer
mechanism, and includes a pinion 34 that engages with the rack 31 at a position different
from where the pinion 32 engages with the rack 31. The pinion 34 is connected to a
rotation shaft of the second motor 25.
[0019] The second ECU 28 obtains various information on the detected values from the steering
wheel angle sensor 6, the first and second rotation angle sensors 11, 27, a torque
sensor 36, and the like. Based on the various information, the second ECU 28 controls
current conduction to an armature coils (not shown) of the second motor 25, thereby
the second ECU 28 controls assistance for the steering of the tire wheel 3.
[0020] The torque sensor 36 is provided between an output side of the VGRS apparatus 4 and
an input side of the gear mechanism 33 (see FIG. 1). The torque sensor 36 detects
a value of a torsion angle of a torsion bar (not shown), and thereby detects torque
to be input to the gear mechanism 33. Through the in-vehicle LAN, the values detected
by the steering wheel angle sensor 6 and the first rotation angle sensor 11 is input
to the second ECU 28 from the first ECU 12. Through the in-vehicle LAN, the values
detected by the second rotation angle sensor 27 and the torque sensor is input to
the first ECU 12 from the second ECU 28.
[0021] The steering wheel angle sensor 6 includes, for example, an encoder that is similar
to that in the first or second rotation angle sensors 11, 27. The steering wheel angle
sensor 6 is attached to a steering shaft 38, which is integrated with the steering
wheel 2. The steering wheel angle sensor 6 is integrated with a steering wheel angle
computation processing unit 23 (also referred to herein as a steering wheel angle
ECU 23). To output the detected value of the steering wheel angle to the first ECU
12, the steering wheel angle ECU 23 has a control processing function, as the first
and second ECUs 12, 28 have.
[0022] Through the in-vehicle LAN, the values detected by the first and second rotation
angle sensors 11, 27 are input to the steering wheel angle ECU 23 from the first EUU
12. The values detected by the first and second rotation angle sensors 11, 27 are,
in other words, the detected values of the rotation angles of the first and second
motors 9, 25. The steering wheel angle ECU 23 can function as a steering wheel angle
estimation means or device 23 that estimates an estimation value of the steering wheel
angle based on the detected values of the rotation angles of the respective first
and second motors 9, 25. The steering wheel angle ECU 23 also can function as a steering
wheel angle comparison means or device 23. The steering wheel angle comparison means
or device 23 obtains the estimation value of the steering wheel angle from the steering
wheel angle estimation means or device 23 and he detected value of the steering wheel
angle from the steering wheel angle sensor 6. The steering wheel angle comparison
means or device 23 compares between the estimation value of the steering wheel angle
and the detected value of the steering wheel angle. Thus, the steering wheel angle
ECU 23 performs a process of determining detection accuracy in the steering wheel
angle sensor 6. The steering wheel angle estimation means or device 23 estimates the
estimate value of the steering wheel angle based on the following equation:
where α
1 is a gear ratio of the first speed reducer mechanism 10, θ
s,
1 is the detected value of the rotation angle of the first motor 9, α
2 is a gear ratio of the second speed reducer mechanism 26, and θ
s,2 is the detected value of the rotation angle of the second motor 25.
[0023] According to the above steering system 1 for a vehicle, the steering wheel angle
ECU 23 is integrated with the steering wheel angle sensor 6. Further, the steering
wheel angle ECU 23 estimates an estimate value of the steering wheel angle based on
the above equation, and compares the estimation value of the steering wheel angle
and the detected value obtained from the steering wheel angle sensor 6. Thereby, the
steering wheel angle ECU 23 performs the process of determining the detection accuracy
in the steering wheel angle sensor 6. It should be noted that, in a conventional system,
the first ECU 12 and the second ECU 28 perform such a process of determining the detection
accuracy in the steering wheel angle sensor 6. According to the present embodiments,
however, since the steering wheel angle ECU 23 perform the process of determining
the detection accuracy in the steering wheel angle sensor 6, it is possible to reduce
the load applied to the first and second ECUs 12,28.
[0024] The above embodiments can be modified in various ways. Examples of modifications
are described below.
[0025] According to the steering system 1 of the above embodiments, each of the first and
second rotation angle sensors 11, 27 and the steering wheel angle sensor 6 includes
an encoder. Alternatively, each of or some of the first and second rotation angle
sensors 11, 27 and the steering wheel angle sensor 6 may include a resolver, a hall
integrated circuit (IC), or the like.
[0026] According to the steering system 1 of the above embodiments, each of the first and
second motors 9, 25 is an interior permanent magnet synchronous motor. Alternatively,
one of or both of the first and second motors 9, 25 may be a surface permanent magnet
synchronous motor, a switched reluctance motor, a synchronous reluctance motor, or
the like.
[0027] According to the steering system 1 of the above embodiments, the steering wheel angle
ECU 23 obtains a detected value of the rotation angle of the first motor 9 by using
the in-vehicle LAN. Alternatively, the detected value of the rotation angle of the
first motor 9 may be input to the steering wheel angle ECU 23 from the first rotation
angle sensor 11 by using another unit or means, for example, a wiring.
[0028] According to the steering system 1 of the above embodimens, the first ECU 12 obtains
the detected value of the rotation angle of the second motor 25 through communication
between the first ECU 12 and the in-vehicle LAN. Alternatively, another LAN line may
be provided between the steering wheel angle ECU 23 and the second ECU 28 so that
the detected value of the rotation angle of the second motor 25 is input from the
second ECU 28 to the steering wheel angle ECU 23. Alternatively, the detected value
of the rotation angle of the second motor 25 may be input from the second ECU 28 to
the steering wheel angle ECU 23 by another unit or means.
[0029] According to the steering system 1 of the above embodiments, the VGRS apparatus 4
is configured such that the torque of the first motor 9 is increased in the first
speed reducer mechanism 10 having a planetary gear mechanism and then is output. However,
the first speed reducer mechanism 10 of the VGRS apparatus 4 may not be limited to
that having a planetary gear mechanism. For example, the first speed reducer mechanism
10 may include harmonic gear mechanism, or another mechanism.
[0030] According to the steering system 1 of the above embodiments, the EPS apparatus 5
is configured such that the torque of the second motor 25 is increased in the second
speed reducer mechanism 26 having a rack-and-pinion mechanism, and then is output.
However, the second speed reducer mechanism 26 of the EPS apparatus 5 may not be limited
to that having a rack-and-pinion mechanism. For example, the second motor 25 may be
a rack coaxial motor, and the second speed reducer mechanism 26 may have a ball screw.
Alternatively, the second speed reducer mechanism 26 may have another mechanism.
[0031] According to a first aspect of the exemplary embodiments, the following steering
system 1 for a vehicle having a steering wheel 2 and a tire wheel 3 can be provided.
The steering system includes a first motor 9 that is configured to generate a first
torque for use in varying a transmission ratio between a steering wheel angle of the
steering wheel 2 and a steering tire angle of the tire wheel 3. The steering system
1 further includes a first speed reducer mechanism 10 that is configured to increase
the first torque of the first motor 9, and that is configured to output the first
torque, so that, so that the transmission ratio is variable. The steering system 1
further includes a first rotation angle sensor 11 that is configured to detect a first
rotation angle of the first motor 9. The steering system 1 further includes a second
motor 25 that is configured to generate a second torque for assisting in steering
the tire wheel 3. The steering system 1 further includes a second speed reducer mechanism
26 that is configured to increase the second torque of the second motor 25, and that
is configured to output the second torque, so that the steering of the tire wheel
3 is assisted. The steering system 1 further includes a second rotation angle sensor
27 that is configured to detect a second rotation angle of the second motor 25. The
steering system 1 further includes a steering wheel angle sensor 6 that is configured
to detect a value of a steering wheel angle of the steering wheel 2. The steering
system 1 further includes a steering wheel angle computation processing unit 23 that
is integrated with the steering wheel angle sensor 6. The steering wheel angle computation
processing unit 23 includes a steering wheel angle estimation device 23 that is configured
to respectively obtain the detected first and second rotation angles of the first
and second motors 9, 25 from the first and second rotation angle sensors 11, 27. The
steering wheel angle estimation device 23 is configured to calculate an estimation
value of the steering wheel angle of the steering wheel 2 based on the detected first
and second rotation angles of the first and second motors 9, 25. The steering wheel
angle computation processing unit 23 further includes a steering wheel angle comparison
device 23 that is configured to compare between the estimation value of the steering
wheel angle and the detected value of the steering wheel angle.
[0032] Alternatively, the above steering system 1 may be configured as follows. The steering
wheel angle estimation device 23 is configured to calculate the estimation value θ
E of the steering wheel angle based on the following equation:
where α
1 is a gear ratio of the first speed reducer mechanism 10, θ
S,1 is the detected first rotation angle of the first motor 9, α
2 is a gear ratio of the second speed reducer mechanism 26, and θ
S,2 is the detected second rotation angle of the second motor 25.
[0033] Alternatively, the above steering system 1 may be configured as follows. The steering
wheel angle estimation device 23 is configured to obtain the gear ratio of the first
speed reducer mechanism 10 from the first speed reducer mechanism 10. The steering
wheel angle estimation device 23 is configured to obtain the gear ratio of the second
speed reducer mechanism 26 from the second speed reducer mechanism 26.
[0034] Alternatively, the above steering system 1 may further includes a first ECU 12 and
a second ECU 28. The first ECU 12 may be configured to control current conduction
to the first motor 9 to manage the first torque. The second ECU 28 may be configured
to control current conduction to the second motor 25 to manage the second torque.
The first ECU 12, the second ECU 28 and the steering wheel angle computation processing
unit 23 may be provided separately from one another.
[0035] According to a second aspect of the exemplary embodiments, a steering system is provided
that is adapted to be operatively coupled between a tire wheel 3 and a steering wheel
2, and adapted to control a steering tire angle of the tire wheel 3 based on a steering
wheel angle of the steering wheel 2. The steering system includes a variable gear
ratio steering apparatus 4 that is adapted to be operatively coupled between the steering
wheel 2 and the tire wheel 3. The variable gear ratio steering apparatus 4 is configured
to vary a transmission ratio between the steering wheel angle of the steering wheel
2 and the steering tire angle of the tire wheel 3. The variable gear ratio steering
apparatus 4 includes a first motor. The first motor 9 is configured to generate a
first torque for use in varying the transmission ratio. The steering system further
includes a first ECU 12 that is coupled with the variable gear ratio steering apparatus
4, and that is configured to control electric conduction to the first motor 9 to manage
the first torque. The steering system further includes an electric power steering
apparatus 5 that is adapted to be operatively coupled with the variable gear ratio
steering apparatus 4 and the tire wheel 3, and that is configured to assist in steering
the tire wheel 3. The electric power steering apparatus 5 includes a second motor
25. The second motor 25 is configured to generate a second torque for use in the assisting
in steering the tire wheel 3. The steering system further includes a second ECU 28
that is coupled with the electric power steering apparatus 5, and that is configured
to control electric conduction to the second motor 25 to manage the second torque.
The steering system further includes a steering wheel angle sensor 6 that is coupled
with the steering wheel 2, and that is configured to detect a steering wheel angle
of the steering wheel 2. The steering system further includes a steering wheel angle
sensor diagnosis unit 23 that is integrated with the steering wheel angle sensor 6,
and that is provided separately from the first and second ECUs 12, 28. The steering
wheel angle sensor diagnosis unit 23 is configured to perform a process of determining
detection accuracy of the steering wheel angle sensor 6.
[0036] The steering wheel angle is a parameter that is required in controlling the current
conduction to the first and second motors 9, 25. Further, the steering angle sensor
is required to have high precision detection accuracy. In a conventional manner, a
first ECU 12 and a second ECU 28 receive inputs associated with the detected value
of a steering wheel angle from a steering wheel angle sensor 6, and perform a process
of determining detection accuracy of the steering wheel angle sensor 6. In the above
exemplary embodiments, the steering wheel angle sensor 6 is integrated with the steering
wheel angle computation processing unit 23. For the steering wheel angle computation
processing unit 23 to output the detected value of the steering wheel angle to the
first and second ECUs 12, 28, the steering wheel angle computation processing unit
23 has a control computation function similar to, for example, those of the first
and second ECUs 12, 28.
[0037] In the above exemplary embodiments, the steering wheel angle sensor 6 and the steering
wheel angle computation processing unit 23 are integrated. Further, the steering wheel
angle computation processing unit 23 performs the process of determining detection
accuracy of the steering wheel angle sensor 6, that is, the steering wheel angle computation
processing unit 23 includes the steering wheel angle estimation device 23 and the
steering wheel angle comparison device 23. Accordingly, the process of determining
detection accuracy of the steering wheel angle sensor 6 can be removed from processes
to be performed by first and second ECUs 12, 28. It is therefore possible to reduce
load applied to the first and second ECUs 12,28.
[0038] While the invention has been described above with reference to various embodiments
thereof, it is to be understood that the invention is not limited to the above described
embodiments and construction. The invention is intended to cover various modifications
and equivalent arrangements. In addition, while the various combinations and configurations
described above are contemplated as embodying the invention, other combinations and
configurations, including more, less or only a single element, are also contemplated
as being within the scope of embodiment.
1. A steering system for use in a vehicle having a steering wheel (2) and a tire wheel
(3), the steering system comprising:
a first motor (9) that is configured to generate a first torque for use in varying
a transmission ratio between a steering wheel angle of the steering wheel (2) and
a steering tire angle of the tire wheel (3);
a first speed reducer mechanism (10) that is configured to increase the first torque
of the first motor (9) and output the first torque so that the transmission ratio
is variable;
a first rotation angle sensor (11) that is configured to detect a first rotation angle
of the first motor (9);
a second motor (25) that is configured to generate a second torque for use in assisting
in steering the tire wheel (3);
a second speed reducer mechanism (26) that is configured to increase the second torque
of the second motor (25) and output the second torque so that the steering of the
tire wheel (3) is assisted;
a second rotation angle sensor (27) that is configured to detect a second rotation
angle of the second motor (25);
a steering wheel angle sensor (6) that is configured to detect a value of a steering
wheel angle of the steering wheel (2); and
a steering wheel angle computation processing unit (23) that is integrated with the
steering wheel angle sensor (6), wherein the steering wheel angle computation processing
unit (23) includes:
a steering wheel angle estimation device (23) that is configured to respectively obtain
the detected first and second rotation angles of the first and second motors (9, 25)
from the first and second rotation angle sensors (11, 27),
wherein the steering wheel angle estimation device (23) is configured to calculate
an estimation value of the steering wheel angle of the steering wheel (2) based on
the detected first and second rotation angles; and
a steering wheel angle comparison device (23) that is configured to compare between
the estimation value of the steering wheel angle and the detected value of the steering
wheel angle.
2. The steering system according to claim 1, wherein:
the steering wheel angle estimation device (23) is configured to calculate the estimation
value θE of the steering wheel angle based on the following equation:
where α
1 is a gear ratio of the first speed reducer mechanism (10),
θ
S,1 is the detected first rotation angle of the first motor (9),
α
2 is a gear ratio of the second speed reducer mechanism (26), and
θ
S,2 is the detected second rotation angle of the second motor (25).
3. The steering system according to claim 2, wherein:
the steering wheel angle estimation device (23) is configured to obtain the gear ratio
of the first speed reducer mechanism (10) from the first speed reducer mechanism (10);
and
the steering wheel angle estimation device (23) is configured to obtain the gear ratio
of the second speed reducer mechanism (26) from the second speed reducer mechanism
(26).
4. The steering system according to any one of claims 1 and 2, further comprising:
a first ECU (12) that is configured to control current conduction to the first motor
(9) to manage the first torque; and
a second ECU (28) that is configured to control current conduction to the second motor
(25) to manage the second torque,
wherein the first ECU, the second ECU (28) and steering wheel angle computation processing
unit (23) are provided separately from one another.
5. A steering system adapted to be operatively coupled between a tire wheel (3) and a
steering wheel (2), and adapted to control a steering tire angle of the tire wheel
(3) based on a steering wheel angle of the steering wheel (2), the steering system
comprising:
a variable gear ratio steering apparatus (4) that is adapted to be operatively coupled
between the steering wheel (2) and the tire wheel (3), wherein the variable gear ratio
steering apparatus (4) is configured to vary a transmission ratio between the steering
wheel angle of the steering wheel (2) and the steering tire angle of the tire wheel
(3), wherein the variable gear ratio steering apparatus (4) includes a first motor
(9), wherein the first motor (9) is configured to generate a first torque for use
in varying the transmission ratio;
a first ECU (12) that is coupled with the variable gear ratio steering apparatus (4),
and that is configured to control electric conduction to the first motor (9) to manage
the first torque;
an electric power steering apparatus (5) that is adapted to be operatively coupled
with the variable gear ratio steering apparatus (4) and the tire wheel (3), and that
is configured to assist in steering the tire wheel (3), wherein the electric power
steering apparatus (5) includes a second motor (25), wherein the second motor (25)
is configured to generate a second torque for use in the assisting in steering the
tire wheel (3);
a second ECU (28) that is coupled with the electric power steering apparatus (5),
and that is configured to control electric conduction to the second motor (25) to
manage the second torque;
a steering wheel angle sensor (6) that is coupled with the steering wheel (2), and
that is configured to detect a steering wheel angle of the steering wheel (2); and
a steering wheel angle sensor diagnosis unit (23) that is integrated with the steering
wheel angle sensor (6), and that is provided separately from the first and second
ECUs (12, 28), wherein the steering wheel angle sensor diagnosis unit (23) is configured
to perform a process of determining detection accuracy of the steering wheel angle
sensor (6).